Automatic stop for railway-trains.



B. MONTERASTELLL AUTOMATIC STOP FOR RAILWAY TRAINS.

APPLICATION FILED DEC. s, 1913.

1,103,368. Patented July 14,1914.

2 SHEETS-$111231 l.

B. MONTERASTELLI B. MONTERASTELLI.

AUTOMATIC STOP FOR RAILWAY TRAINS.

APPLICATION FILED DEC. 6, 1913.

1, 1 03,368. Patented July 14, 1914.

2 SHEETSSHEBT 2.

[3. MONTERASTELLI Q/vi mooeo n sari ATE FFTCEL BU'AN'AFEDE MONTERASTELLI, OF PASSAIG, NET ll" JERSEY, ASSIGNQR 0F ONE-FOURTH.

TO EDWARD MURRAY, OF PASSAIC, NEW JERSEY.

AUTOMATIC STOP FOR RAILWAY-TEAIN$ mosses.

Specification of Letters Patent.

Patented July 14:, 1914.

To all whom it may concern Be it known that I, BUANAFEDE MONTER- ASTELLI, a citizen of the United States, residing at Passaic, in the county of Passaic and State of New Jersey, have invented certain new and useful Improvements in Automatic Stops for Bailway-Trains, of which the following is a specification, reference being had to the accompanying drawings.

This invention relates to new and useful improvements in stopping devices for rail road trains, and more particularly to an automatic stop therefor, and the primary object of the invention is to provide a device of this character which will positively stop the train at predetermined points to prevent accident in case of inadvertence on the part of the engineer.

A further object of the invention resides in providing an improved stop which, when actuated, will be retained in such position until such time as released by manual opera tion.

Still another object of the invention resides in providing a device which is simple and durable in construction, inexpensive to manufacture and one which will be very efficient and useful in operation.

With these and other objects in view, the invention consists in the novel features of construction, combination and arrangement of parts as will be hereinafter referred to and more particularly pointed out in the specification and claims.

In the accompanying drawings forming a part of this application, Figure 1 is a rear elevation of an improved stop mechanism constructed in accordance with my invention, showing the same applied to a rolling equipment. Fig. 2 is a side elevation thereof. Fig. 8 is a section as seen on line 3-3, of Fig. 1. Fig. 4- is an elevation of the valve used in connection with the cage shown in Fig. 3 and to which the stop mechanism is connected. Fig. 5 is a section as seen on line 5-5, of Fig. 1. Fig. 6 is an enlarged side elevation'of a portion of the stop mechanism applied to the track. Fig. 7 is a'plan view thereof; and Fig. 8 is a detail elevation ofthe ratchet and pawl connection used on the device, for retaining the stop mechanism. in its effective position until released by manual operation. I

In describing my invention, I shall refer to the drawings inv which similar reference characters designate corresponding parts throughout. the several views and in which 1 indicates a locomotive of the usual or any preferred; type having a valve cage 2 there- 'on which coiiperates with the steam pipe and the air pipes for the actuation of the.

brakes and a valve 3 is arranged in connection with said valve cage. This valve is of the oscillatory type, one end of which is provided with a cylindrical extension 4 and my Iimproved' device is designed for direct coioperation with the extension of this valve.

In carrying out the object, I provide an angular or crank arm 5, one member of which 1s mounted to osc1llate 1n bearlngs 6 suitably mounted on the locomotive. The

free end of the last mentioned arm member is designed toform av socket 7 which receives therein the extension 4 of the valve 3 and. a.

set screw 8 is provided in the socket to secure the latter to said valve. The other arm member 5 depends to a plane adjacent the plane of the upper face of the rails and extends in alongitudinal plane outside of the adjacent rail, and the free end of the same is bent angularly and provided with a roller 9.v The construction is such that when the arm 5 is in its normal position, the outer depending member thereof is in a vertical position, as shown in Fig. 2 of the drawings, and in this position, the brakes are in their inoperative positions and the steam may, or may not be applied, as desired. When the depending arm member is moved in the direction of the arrow shown in Fig. 2, however, the air brakes will be properly applied" and the steam will be simultaneously cut off.

I have provided a means in connection with the track, arranged" at predetermined points in the length of the latter, for automatically actuating this crank arm 5. To this end, a pair of shafts 10 and 11 are mounted for oscillation in bearings 12 on the ties 13, at predetermined points in the length of the track, said shafts 10- and 11 being spaced one from the other. The ends of these shafts proj ectto points beyond the side of the rails and the one end .of each shaft has a drum 14 carried thereon. ca-

bles 15 are arranged in connection with.

. latter upwardly in an inclined position, as shown-in Figs. 2 and 6, and 1n order to permit the arm 17 to be properly engaged with thearm 16, a stop member 18 is provided on the under face of said arm 16. This arm 16 in its normal operative position, is disposed as shown in Figs; 1, 2 and 6 and is arranged in the path .of'theroller 9 on the lower end of the angular arm 5 which is carried by the locomotive. Thus, as the locomotive moves on the rails, and the arm 16 is in its operative position, the roller 9 is adapted to contact therewith and at such contacting point, a cushioned member 19 is provided,the same being formed of 'leatheror other soft material to absorb the shock. As the locomotive continues in its movement after the roller 9 contacts with the cushioned member on the arm 16, it will be seen that the crank arm will be oscillated in its bearings and the roller 9 moved along the inclined arm 16. The oscillation of the arm 5 in its bearings operates the valve 3, whereby to apply air to the brakes and cut off the steam. It will thus be'seen that should the engineer for any reason whatsoever, not observe the. signal, the train will be automatically stopped through the provision of this stop mechanism. I I I I have provided for the vretentionof the stop mechanism in its effective'posi tion,

until such time as manually released and, to this end, a ratchet 2Q-is provided onthe horizontal section of the crankyarm 5 between thebearings 6.. Pivoted on a bearing 21, at a'point adjacent thereto, is a pawl 22,

the outer effective end 23 of which is adapted to engage the teeth of the ratchet 20. A spring 2 1 cooperates with said pawl and with a portion of the locomotive to normally force said pawldownwardly to its effective position in engagement with the ratchet. Thedisposition of the teeth on the ratchet and pawl is such as to admit of the crank arm being oscillated in the proper direction to apply the brakes, but the pawl will not admit of said ratchetiand crank arm to be returned to its initial position. In order to As will be seen from the above description and the drawings, the arms 16 and l7 car.-

ried onthe shafts 10 and 11, are capable of actuation through the medium of the cables which are in controlof the signal operator. Should it be desired to dispose these arms to their inoperative positions, for any reason whatsoever, it is only necessary to draw upon, the cables 15, which obviously oscillates the shafts '10, and 11 in opposite directions and correspondingly lowers said arms 16 and 17.. i

' From the foregoing description of the construction of my improved device, the operation thereof willbe readily understood and it will be, seenthat I have provided an improved stop mechanism which will ,positively and automaticallyjstop the locomotive when danger is imminent and not observed by or known to the engineer. It will also be seen that the device is onewhich is simple and durable in construction, inexpensive to manufacture and one whlch Wlll bB very efficient and useful in operation.

While I have particularly described the" elements best adapted. to perform thefunctions set forth, it is obvious that various changes in form, proportion and in the,

minor details of construction may be resorted to without departing from the spirit or sacrificing any of the principles of the invention. 1 As shown in the drawings, the steam pipes leading from the valve cage 2, are indicated as 26. vAn air tank 27 is provided, having a pipe 28oleading therefrom, directly to the valve cage and an additional air pipe 29 leads from the valve cage to-the brakes. Having thus described this invention, What 1. In an automatic stop for railways, the combination with a track-way; of a pairof shafts extending transversely thereacross below'the rails and mounted for oscillation with respect thereto, an arm carried .on one end of each of said shafts, the one arm being of less length than the other andadapted to support the latter in an inclined position, and means for oscillating said shafts simultaneouslyin opposite directions. v 2. In an automatic stop mechanism for railways, the combination with a track-way; of a pair of shafts mounted for oscillation below the rails ofsaid track-way and projecting beyondthe 1 sides thereof, a ClIHIII mounted on one end of each'shaft, a cable arranged in connection with said drums to In testimony whereof I hereunto aflix my signature in the presence of two Witnesses. BUANAFEDE MONTERASTELLI.

oscillate the shafts in opposite directions as said cable is drawn, and an arm mounted on the opposite end of each of said shafts, and the arm of one shaft being of less length than the arm of the other shaft and adapted to support the latter in an inclined position.

Witnesses WATSON CARRIGAN, VICTOR SILVESTRI.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

, Washington, D. 0. 

